Draft gear



March 24, 1925. 1,530,867

E. H. WALKER DRAFT GEAR Filed April 17. 1924 2 Sheets-Sheet 1 March 24. 1925.

E H. WALKER DRAFT GEAR Filed 'April 17. 1924 2 Shuts-Sheet 2 l2 lid /5 Patented Mar. 24, 1925. 3

UNITED STATES 1.530367 PATENTS OFFICE. I

IL warm, or mrw rear, 1:. Y.

DRAFT GEAR.

Application filed April 17,1924. Serial No. 707,148.

To all whom it may concern:

Be it known that I, EDMUND H. WALKER,

, in tandem and adapted to be simultaneously actuated whereby the combined capacities of all springs will be utilized to absorb the shocks and blows incident to service.

The primary object of my invention is to provide a tandem spring mechanism conline 45 of Figure 2 looking in the direcforming in cross-sectional outline to fric-.

tion mechanism and being so-arranged .as to fit within the standard draftriggingpocket and to cooperate with the carry iron provided for friction mechanism.

Anotherobject of the invention is toprovide a pair of counter-part spring casings having the wall portions and supplemental followers so arranged that upon the limit of compression of the springs the wall portions and the followers are all in intimate.

proved cushioning mechanism in position and illustrating the yoke, main followers, and coupler .in normal position.

Figure 2 is a longitudinal cross-sectional view through the cushioning mechanism.

Figure 3 is a view in side elevation of one of the counter-part casings.

Figure 4 is a cross-sectional view on the rection of the arrow adjacent the numeral 4. Figure 5 is a cross-sectional view on the line 4-5 of Figure 2 looking in the direcof the cushioning mechanism shown in Figurel.

Figure 7 is an end elevational view of one of the counter-part casings, showing the bifurcated end portion, and

' Figures 8 and 9 are respectively, side elevation and end views of one of the sup ple'mental followers' Throughout the specification and drawmg like parts are designated by likereference characters.

The numeral 1 designates the usual draft or center sill of the car underframe, it being of course understood that there is a pair of sills between which the yoke,

coupler and cushioning mechanism are dis posed. Attached to the inner faces of the sills, in any convenient manner, is a front stop- 2 and a rear stop 3, the vertical faces of the co-acting pairs of which form the limits of the draft gear pocket. Within this pocket is disposed the cushioning mechanism comprising'end or main followers 44, counter-part casings 5-5, and supplemental followers. The numeral 6 designates the usual type of friction draft rigging carry iron. The usual type of vertical yoke 7 is indicatedby the reference numeral '7 and slidably connected to the yoke in the usual manner by-the key is the cou ler 9.

Since t e casings 5 are identical, a description of one will suflice. The casing-5 is open at opposite ends and is substantially circular in outline, being actually formed by a plurality of plane faces 10, '11, 12 and'13, each of which is arranged at an angle to the two adjacent faces. Adjacent one end the casing is providedflwith -a bifurcated portion 14 which may be formed by cutting awa a portion of the opposite walls. Ex ten ing longitudinally of the casing and formed by the faces 12 and 13 are ribs 14, the purpose and object of which will be hereinafter described.

Slidably mounted within the bifurcated portion of the casing 5 is a follower 15 having curved side faces 16 whose diameter isslightly less than the internal diameter of the casing 5, which curved faces -termate in projecting portions 1717 which conform to the adjacent wall section of the casing. It is to be observed that the portion 17 .of the follower 15 is provide with faces corresponding to the faces 10, 11, 12 and 13 of the casing. The follower 15 is preferably cored for lightness and may be provided with a plurality of strengthening ribs 18 extending in one direction, which are connected adjacent their central portions by a rib 19 extending at right angles thereto.

The parts described are of course duplicated and these duplicate parts are assembled as follows: One of the casings 5 is rotated through an angle of 90 so that the bifurcated portion of one casing is arranged at 90 to the bifurcated portion of the other casing. The followers .15 are then introduced into the respective casings and ters-Patent, is:

then a plurality of springs 20 is introduced into each casing through the open end thereof and the casings so connected are then inserted between the main followers 4 and within the yoke 7-. The springs 20 are pref-, 'erably so arranged as to slightly exceed inlength the distance between the flat face of the follower 15 and the face of the adjacent follower 4 so that when the parts are assembled within the yoke the springs are placed under a slight initial compression.

It will be observed that by providing an octagonal shape the counterpart casings may be reinforced and strengthened without interference with clearance lines now held by the American Railroad Association as recommended practice. Since the counterpart casings are adapted to be inserted within the yoke with either casing in either position it necessarily follows that the casings cannot be reinforced and maintained as counterpart ones unless the maximum diameter of each casing is within the width between the yoke arms. By providing a substantially octagonal shape it is possible to reinforce the corner portions, that is, along the meeting edges of thecasings, so that the cross sectional area of the casings measured at any point under maximum load is within the recommended practice of the American Railway Association. Not only does the reinforcing of the corners ofthe casing permit this highly desirable feature, but it also permits of augmented wearing surfaces which of course prolong the life and usefulness of the cushioning unit. The octagonal shape also permits the substitution of the counterpart casings for friction draft gearwithout the necessity of changing the carry irons or their cooperating arts.

In the operation of the device, due to a movement of the coupler, one of the main followers 4 will approach the other. Such a movement will cause one of the casings 5 to move toward the other casing and since the adjacent ends of the casings are in engagement with the followers 15, respectively, it will be seen that each of said springs 20 will be compressed between one of the followers 43 and the adjacent followers 15. Should the force applied to the coupler exceed the combined capacity of the springs 1. In a draft gear for railway cars, counterpart casings having slidable interfitting telescoping engagement, a follower movable within each casing and actuated in one di rection by the opposite casing, said followers each having projecting portions the surface contour of the projecting portions of said follo ers and the cross sectional contour of sai casings being octagonal in form.

2. In a draft gear for railway cars, counterpart casingshaving slidable interfitting engagement and enclosing springs and followers, the casings" havin external faces at obtuse angles to one anot er, and means for longitudinally reinforcing said faces.

3. In a draft ear for railway cars, counterpart casings aving slidable interfitting engagement and enclosing springs and followers, the casings having external faces at obtuse angles to one another.

4. In a draft gear for railway cars, counterpart casings having slidable interfitting engagement and enclosing springs and followers, the casings havin external faces at obtuse angles to one anot er, certain of the faces being provided with longitudinal strain transmitting ribs.

. 5. In a draft gear for railway cars, counterpart casings having slidable interfitting engagement and enclosing springs and followers, the casings havin external faces at obtuse angles to one anot er, alternate ones of the faces being formed with longitudinal strain transmitting ribs.

6. In a draft gear, springs arranged in tandem, followers at the outer ends of the springs, followers at the adjacent ends of the springs, and counterpart casings surrounding and enclosing the springs, said. -casings having their adjacent ends slotted ripheries of polylateral formation with 013- tuse an les and being provided at the edges of the s ots with longitudinal thickened portions constituting strain transmitting ribs.

7. Ina draft gear, springs arranged in tandem, followers at the outer ends of the springs, followers at the adjacent ends of the springs, and counterpart casings surrounding and encl the springs, said casings having their adjacent ends slotted and slidably interfitting, with portions of the second named followers fitting within the slots, the casings having their outer peripheries of polylateral formation with obtuse angles, and the edges of the slots being located at the centers of alternate ones of said faces.

8. In a draft gear, counterpart casings having slotted and slidably interfitting ends,

10 followers at the outer ends of the casings,

springs within the casings engaging the followers, and followers within the casings in engagement with the inner ends of the springs, said last named followers having extensions slidably en aged within the slots, and further having t eir confronting faces formed with intersecting stiffening ribs.

In testimony whereof I aflix my signature.

EDMUND H. WALKER. 

